S0020034920-ŠkodaSuperb 2 5-Ltr 114 KW TDI V6 Diesel Engine

SP49_02
The 2.5-ltr./114 kW TDI V6 Diesel Engine
A new era of diesel begins at ŠKODA
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
For the first time a diesel direct injection engine with 6-Cylinder in V-construction is fitted
in a Škoda passenger car. The engine is designed fundamentally with the already known
elements From the series 2.5-ltr. V6 TDI Engines with 110/132 kW.
With this engine, Škoda sets new standards with the installation of a diesel engine in a
passenger car.
The 4-valve method is the emphasized characteristic of the engine besides its V6
structural shape.
The engine combines very good driving performance with low consumption and exhaust
emission as well as an excellent smoothness of running and high comfort.
However, the apparent contrasts are balanced, like sportive driving on the one hand and
an environmentally conscious mobility as well as a large range on the other hand.
2 GB
Contents
Introduction 4
Technical data 4
Technical characteristics 5
Component Positions 6
Overview 6
Engine Mechanics 8
Crankcase and crankgear 8
Differential shaft 11
Valve gear 13
Camshaft drive 14
Engine Mounting 16
Engine mount 16
Engine Lubrication 18
Oil circulation system 18
Crankcase Ventilation 19
Crankcase ventilation 19
Engine Cooling 20
Coolant circuit 20
Viscous fan coupling 21
Fuel Supply System 24

System of fuel supply 24
Radial piston distributor injection pump 27
Travel of fuel 28
Engine Management 30
Overview of system 30
Communication of control units 32
Fuel quantity control 33
Start of injection control 35
Turning angle sensor G208 39
Oil temperature sender G8 39
Fuel shortage sender G210 40
Overview of system components 41
Glow Plug System 43

Introduction 43
Function Diagram 44
Legend to function diagram 46
Self-diagnosis 47
Self-diagnosis 47
Service Service Service Service Service Service Service Service

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authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
You can unless
find information
with respect regarding
to the correctness of information ininspection andby ŠKODA AUTO A. S.�
this document. Copyright
maintenance, setting and repair instructions in the
Workshop Manuals.
GB 3
Introduction
150 500
135 450
120 400
105 350
90 300
75 250
M (Nm)
P (kW)
60 200
45 150
SP49_03
30 100
15 50
0 1000 2000 3000 4000 5000 6000 7000

n (min –1 )
SP49_04
P = Power output
M = Torque
n = Engine speed
Technical Data
Engine code letters AYM

Displacement 2496 cm3
Bore 78.3 mm
Stroke 86.4 mm
Compression ratio 18.5 : 1
max. Power output 114 kW at 4000 min–1
Torque 310 Nm at 1400 … 4000 min–1
Engine management Bosch EDC 14M
Firing order 1-4-3-6-2-5
Fuel Diesel fuel at least 49 CZ
Biodiesel at least 48 CZ
Exhaust aftertreatment Oxidation catalytic converter
Exhaust emission standard EU3
4 GB
Drive gear of radial piston
distributor injection pump
Oil filter Toothed belt for radial piston

distributor injection pump
Injection nozzle
Camshaft
inlet side
Camshaft
outlet side Toothed belt for
camshafts
Oil cooler
Chain tensioner
Crankshaft
Protected by copyright. Copying for private or commercial purposes, in part orSP49_23

in whole, is not permitted
Hydraulic chain Oil pump Differential shaft

tensioning element
Technical characteristics
– Cylinder banks below angle of 90° – Turbocharger with the control through
– High pressure direct injection via radial adjustable turbine vanes, without bypass
piston distributor injection pump with two – Charge air cooler
spring nozzle holder – Exhaust gas recirculation
– 4-valve method – Oil pump assigned in the oil pan is driven
– Injection nozzles centered to cylinder and from the crankshaft via the chain
positioned vertically – Differential shaft
– Camshaft drive via toothed belt – Hydraulic engine mount, electrically
– Valve control through 2 overhead actuated
camshafts per cylinder bank (DOHC)
– Valve control via cam follower, supported
on hydraulic valve clearance
compensation elements
GB 5
Component positions
Overview Vacuum box for charge

pressure (mechanical)
Oil pressure switch F1
Oil temperature
sender G8
Solenoid valve for charge

pressure control N75
Air mass meter G70 with intake air

temperature sender G42 (in top
part of air filter housing)
Injection nozzle with needle

stroke sender G80
Glow plugs Q6
Coolant
Protected by copyright. temperature
Copying for private or commercial purposes, in part or in whole, is not permitted
with respect tosender G62of information in this document. Copyright by ŠKODA AUTO A. S.�
the correctness
Injection pump with:

Control unit for injection pump J399,
Metering adjuster N146,
Start of injection valve N108,
Fuel temperature sender G81,
Turning angle sensor G208
6 GB
Exhaust gas recirculation
valve (mechanical)
Fuel pump relay J17
Glow plug relay J52
Diesel direct injection system

control unit J248 with integrated
altitude sender F96
Diesel direct injection system

relay J322
Engine speed
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability sender G28
Change-over valve for intake

manifold flap N239
SP49_29
Exhaust gas recirculation

valve N18
Glow plugs Q6
Intake manifold pressure

sender G71
Vacuum box with intake manifold
flap (mechanical)
GB 7
Engine Mechanics
Crankcase and crankgear Quiet zone for crankcase

ventilation
A low overall height is reached through a 90˚
V- structure. Enough space is left at the same
time between the cylinder banks for the
location of further components.
A quiet zone for the crankcase ventilation,

which is locked with an aluminum cover, is
located between the cylinder banks.
The thermostat and coolant pump housing are

integrated in the front side of the crankcase.
A short overall length is reached through this
and through an 18.5 mm low offset of the
cylinder rows.
SP49_84
The crankcase is manufactured from grey cast
iron.
Coolant pump Thermostat housing
housing
Crankshaft
Cross-bolting The crankshaft is mounted four times.
The crankshaft bearing caps are bolted four

times to the crankcase. The load of the
bearing caps is therefore considerably
reduced.
SP49_30
The centered bearing caps are additionally
bolted in transverse direction on both sides
with the crankcase for reinforcement.
Advantage:
Improved engine acoustics
Large counterweights on the crankshaft and a

differential shaft ensure the most optimal
balance of mass.
Crankshaft SP49_27
8 GB
Crankshaft journal offset
For a V6 engine the equal firing distance of the cylinders amounts to 120˚. A 30˚ offset of the
three crankshaft journals is necessary because of the V- angle of 90˚ between both cylinder
banks.
The effect of the crankshaft journal offset Firing order: 1 - 4 - 3 - 6 - 2 - 5

On each offset (split) crankpin, the conrods are
located for
Cylinder 1 and 4
Cylinder 2 and 5
Cylinder 3 and 6
SP49_28
Positioning of crankpin of cylinder 4 at OT of

cylinder 1
90°
Cylinder 1 Cylinder 4
The crankpin of cylinder 4

lags behind the crankpin of
cylinder 1 by 30˚
°
30
SP49_24
… Crankshaft rotation by 120˚
Cylinder 1 Cylinder 4
Original positioning of crank

Positioning of crank pin of journal of cylinder 4 at OT of
cylinder 4 at OT of cylinder 4 cylinder 1
120°
SP49_25
GB 9
Engine Mechanics
Piston
The piston is fitted with a ring shaped cooling

duct which reduces the temperature in the
area of the ring and at the edge of the
combustion cavity of the piston.
Oil is injected into the piston via an oil
injection nozzle to the ring shaped cooling
duct and thus cools the piston. Ring shaped
cooling duct
SP49_81
The oil is delivered directly from the oil pump
via an oil duct to the oil injection nozzle. After Piston injection
this, it drains off the piston again. nozzle
Conrod eye
(trapezoidal shape)
Conrod
The engine is equipped with trapezoidal

conrods.
Bearing shell
Note:
Please refer to the Self Study
Programme No. 36 for further Conrod
information on the trapezoidal
conrods.
SP49_82
The top and bottom bearing shells are fitted

Anode
as “Sputtered bearing”.
Bearing material
Sputtering is the popping of a bearing
material with the help of electrical energy.
Through the acceleration of particles of the
bearing material from the anode, the bearing
material is transmitted with supersonic speed
highly compressed onto the carrier material
(cathode) of the bearing shells.
Ar +
High
voltage
This very thin vacuum evaporated sliding Vacuum
layer shows a high surface hardening and an pump
improved resistance to wear.
SP49_86
Bearing shell Cathode
10 GB
Differential shaft
The differential shaft has the function to Differential shaft

balance the tumbling motions of the engine.
Forces are created in the upper and lower

dead centre when pistons are moving up and
down. These forces operate in various long SP49_10
lever arms toward the center point of the
crankshaft and thereby produce moments.
Piston
Conrod
Center point
SP49_34
Crankshaft
SP49_33
In a 4 cylinder in-line engine the piston forces In a 6 cylinder V engine the piston forces
function to top and bottom. The moments function in direction of the legs of the V angle
neutralize each other because two pistons are toward the peak point. Therefore the
located in the top dead centre and two in the moments cannot balance.
bottom dead centre.
If the moments cannot balance, they set the

engine into a tumbling motion.
In a diesel engine, the tumbling motion is
stronger than in a comparable Otto engine,
because the weight of the pistons and conrods
is greater.
SP49_35
GB 11
Engine Mechanics
To avoid tumbling, the engine is equipped

with a differential shaft. The differential shaft
has two differential weights, which are
positioned on the shaft rotated toward each Differential weight
other at 180˚.
Differential shaft
SP49_10
Differential weight
Crankshaft
The differential shaft is positioned in the top

part of the oil pan and is driven from the
crankshaft via a chain. Differential shaft with
differential weights
The chain grips from below into the drive gear
of the differential shaft. As a result of this, it
turns in opposite direction to the direction of
rotation of the crankshaft.
SP49_11
Drive gear
Crankshaft
The unbalanced moments of the engine are

opposed to the moments of identical size, by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does Chain
Protected by copyright. Copying for private or commercial purposes, in parttensioner
or in whole, is not permitted
unless authorised not guarantee or accept any liability
because of the opposite direction of respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
with rotation
and the differential weights. This avoids the

tumbling motion of the engine. Differential shaft
The chain is tensioned via the chain tension- Guide pinion

ing element. The chain tensioning element is
hydraulic. It is connected to the engine oil cir-
cuit. The chain and the chain tensioning ele-
ment are free of maintenance.
Chain tensioning SP49_12
element (hydraulic) Oil pump
12 GB
Valve gear
Filling duct
4 valve concept (for quick filling of cylinder
at high rpm)
Swirl duct Injection nozzle

(for good swirl)
Inlet valve
Y-pipe duct
Outlet valve
SP49_32
The engine is fitted with the 4-valve method The position of the injection nozzle
already known from the Otto engine. guarantees, together with the middle piston
combustion cavity, that the fuel is distributed
The shape and location of the inlet ducts equally in the combustion chamber.
ensure good filling and swirling of the intake
air in the combustion chamber and thus a The valves are positioned in such a way, that
good fuel preparation. each of the two camshafts operates an inlet as
Low exhaust emissions are obtained besides well as an outlet valve per cylinder.
good combustion.
Two inlet and outlet valves are each assigned

to the injection nozzle at the central and
vertical piston axle.
GB 13
Engine Mechanics
Camshaft drive Camshaft inlet

side
One camshaft is driven via the toothed belt
per cylinder head. The second shaft is driven
via an angular toothed spur gear set.
The camshafts run in a cylinder bank in

Spur gear
opposite direction of rotation.
Each camshaft operates three inlet and three

outlet valves.
In addition to this, the vacuum pump is driven

via the camshaft inlet side of the left cylinder
bank.
Camshaft sprocket
Toothed belt
SP49_26
Camshaft
Toothed belt
The camshafts must be adjusted toward each

other. The adjustment is obtained with the
camshaft fixer (adjusting straightedge).
The spur gears are assigned to the right

cylinder bank on the side of the fly-wheel and
to the left cylinder bank on the side of the
toothed belt.
Adjusting
straightedge
Note:
You can find information regarding
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability SP49_71
adjustment of timing in the
Workshop Manual.
Spur gear
14 GB
Adjustment of toothed belt
Fixing screw
To adjust the timing of the valve drive, the
piston of the 3rd cylinder must be situated in
the upper dead centre. This position is visible
with a marking on the camshaft in the area of
the oil filler inlet.
The fixing screw locks the crankshaft into the

secured position.
SP49_78
Right cylinder head Mount of

The camshafts of each cylinder bank must bearing cap vacuum pump
have a defined position toward each other.
This position is achieved through the cams-
haft fixers when installing the camshafts.Protected
The by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
corresponding locking slots are located on the
side of the spur gear of the camshaft.
When replacing the toothed belt, the camshaft

fixers are inserted into the bearing cap of the
right cylinder head and in the mount of the
vacuum pump at the left cylinder head.
SP49_79
Note:
You can find information regarding
adjustment of toothed belt in the
Workshop Manual.
GB 15
Engine Mounting
Engine mount
Engine mount
Two hydraulically damped engine mounts
guarantee in the total area of the speed, that
the engine vibrations are damped effectively
and are not transmitted to the body.
The damping is designed for both operating

conditions, idling as well as engine load
operation.
SP49_63
Upper chamber
Air duct to
unless authorised by ŠKODA AUTO A. S.atmosphere
ŠKODA AUTO A. S. does not guarantee or accept any liability
Rubber metal housing
Solenoid valve for

electrohydraulic engine
mounting N144/N145
SP49_18
Lower chamber
Rubber diaphragm
Rubber bellow
Nozzle duct Plastic body
Hydraulic oil
Air (atmosphere)
16 GB
Function
The solenoid valves for the electrohydraulic

engine mounting N144 and N145 are activated Upper chamber
by the engine control unit.
Rubber diaphragm
Idling operation
At engine speeds up to 1100 min–1 bearing is Air duct to

flexible. atmosphere
The solenoid valve is opened by the engine

control unit. The hydraulic fluid in the upper
chamber is pressurized according to the
engine vibrations, because of the small high
frequency vibration paths of the engine.
The small vibration paths of the engine cannot
press the hydraulic oil through the nozzle
duct. Therefore the pressure of the hydraulic
SP49_19
oil has an effect on the rubber diaphragm.
Protected It
by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
deforms and expels the air out of the opened
air duct.
Nozzle duct
Engine load operation
At engine speeds of more than 1100 min–1

bearing is hard.
Rubber diaphragm
During driving, the small and large low
frequency vibration paths of the engine
superpose. The solenoid valve is closed by the Solenoid valve
engine control unit. Therefore the air cannot
escape below the rubber diaphragm and
creates an air cushion.
This air cushion is a great resistor for the
hydraulic oil, which is already under pressure
in the bearing.
The hydraulic oil is now pressed via the nozzle
duct into the lower chamber. The rubber
fellow deforms and through this the large SP49_20
vibration paths of the engine are removed.
Lower chamber Injection duct
Rubber fellow
Note:
The large low frequency vibration paths of the engine are accentuated through the
road which leads to the engine oscillating. The vibration paths become larger and the
oscillating of the engine becomes stronger, if the electrohydraulic damped engine
mount is defective.
GB 17
Engine Lubrication
Oil circulation system Short circuit valve

Oil filter
Turbocharger Return-flow check tube

Vacuum pump
Oil temperature Valve compensation

sender G8 element
Oil pressure
switch F1
Spray nozzle Camshaft

valve
Pressure limiting
valve Pressure
limiting valve
Piston spray cooling
Oil cooler
Piston spray nozzle
Oil pressure
regulator valve Pressure relief
valve
Oil pump
Differential shaft
Oil pan SP49_13
Oil flow with Oil flow with reduced Oil flow without
pressure pressure pressure
Elements of oil circulation system
The oil pump … is a crescent pump. It is positioned in the oil pan.

The oil pressure regulator … regulates the oil pressure of the engine in the housing of the oil
valve pump.
The pressure relief valve … is a safety valve. It is located in the housing of the oil pump and
opens when the oil pressure is high (cold start).
The return-flow check tubes … avoid, when the engine is standing in still motion, that oil flows
out of the oil filter and the cylinder heads back into the oil pan.
They are located in the cylinder block and in the oil filter
housing.
The short circuit valve … opens when oil filter is plugged and through this secures the
oil supply of the engine.
The oil cooler … is integrated in the main oil flow.
The spray nozzle valve … guides oil for cooling the pistons to the piston spray nozzles.
The pressure limiting valves … avoid an overflow of the cylinder heads by reducing the oil
authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
flow.
unless
18 GB
Crankcase Ventilation
Crankcase ventilation Pressure regulating valve - opened
The crankcase ventilation is designed as a

compact unit, consisting of the oil filter and
the oil separator.
Oil separator
Oil filter
When engine is running, one part of the Air to intake
gases, which was compressed in the cylinder, manifold
reaches the piston rings in the crankcase.
There is then an overpressure in the crankcase
which must be removed.
The removal of the pressure is performed
through the crankcase ventilation.
When ventilating, oil particles are carried
along through the gas circulation.
The crankcase ventilation system has

corresponding components, which will stop
these oil particles from entering the intake
manifold. SP49_61
Pressure
regulating valve
Collecting tank To oil pan Gases from

Function crankcase
The gases mixed with oil flow into the oil

separator. The oil is filtered out in the oil
separator that is made of fabric. Then it flows
Pressure regulating valve - closed
into the collecting tank and from here back
into the oil pan. Finally the cleaned gases are
lead into the intake manifold.
If the negative pressure is too high in the

crankcase, it can result in damages to the Pressure regulating
crankcase seal. valve
The pressure regulating valve prevents, that

the negative pressure is too high in the
crankcase. It consists of a rubber diaphragm
and a spring.
If the negative pressure is too high in the

intake manifold as well as in the crankcase,
then the pressure regulating valve closes the
connection of the oil separator to the
crankcase. If the negative pressure is low in
the intake manifold, the pressure regulating
valve opens through the force of the spring. SP49_62
GB 19
Engine Cooling
Coolant circuit
When engine is cold, the coolant does not The thermostat opens the large cooling circuit
flow through the cooler. In this case, the and closes simultaneously the connection
engine reaches faster its operating from the right cylinder bank to the thermostat
temperature. housing.
The coolant flows through the cylinder banks

in such a way, that first of all the area of the
inlet valves is cooled per cylinder.
Notes:
This is thermally more advantageous, because Pay attention to the notes for
the intake air in this area is not warmed up filling and ventilation of coolant
unnecessarily and the volumetric efficiency of circuits in the Workshop Manual.
the cylinders is reduced.
ATF - cooler
Coolant pump
Thermostat
Heat exchanger
Expansion reservoir
Cooler
SP49_59
Viscous fan coupling Engine oil cooler Ventilation line
Small cooling circuit Note:

The cooler for automatic
Large cooling circuit transmission oil (ATF) is integrated
in the cooler.
20 GB
Viscous fan coupling
The fan for the engine cooling is regulated, Advantages:

depending on the temperature, via a viscous – more engine performance
fan coupling. – less fuel consumption
This means, that the fan only works, if an – less noise
additional engine cooling is required. The
viscous fan coupling is free of maintenance.
The adjuster screw must not be wrongly
adjusted. Basic body Valve opening
Design and function Cover

Drive pulley
The viscous fan coupling consists of two
Bimetal
rooms:
Intermediate
– The work room with the drive pulley which Valve lever washer
is connected to the flange shaft, as well as
the Adjuster
– storage room with the intermediate screw
washer, which is frictionally connected to
the basic body.
The intermediate washer has a valve opening.

The valve lever is fastened to the intermediate
Shift pin
washer and depending on the temperature, it
opens and closes the valve via bimetal and Flange shaft
shift pin. Seal
The viscous oil circulates via the pump body/ Work room
overflow duct in the cover and via the valve
opening in the intermediate washer between Storage room Pump body
work room and storage room. The more with viscous oil
viscous oil is in the work room, the larger is
the frictional connection between the drive
pulley and the basic body and the higher is the SP49_85
fan speed.
Overflow duct unless authorised by ŠKODA AUTO
Pump bodyA. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
Cover with shift

Intermediate washer
pin and seal Basic body with
with valve lever
flange shaft
Bimetal with Drive pulley
adjuster screw
SP49_66
GB 21
Engine Cooling
4000 A The diagrams for the speed of the fan and the
3500 drive performance correspond in principle to
Fan speed (min–1]
3000 all operating conditions of the engine cold/

2500 warm/hot.
2000
1500 When the temperatures at the bimetal are
1000
B higher and at a drive speed as of approx.
500 5.500 min–1, the speed of the fan decreases
0 because of the lower viscosity of the viscous
0 1000 2000 3000 4000 5000 6000 7000 8000 oil (inner friction).
Drive speed [min–1] SP49_65
4,00
Drive performance [kW]
A
3,50
3,00
2,50 A - The clutch is fully engaged at a
2,00 temperature of approx. ≥ 75˚C
1,50 at bimetal
1,00
0,50
0
B B - The clutch is fully disengaged at
0 1000 2000 3000 4000 5000 6000 7000 8000 a temperature of approx. ≤ 40˚C
Drive speed [min–1] SP49_64 at bimetal
Engine cold
When rotating the drive pulley, the viscous oil

bounces in the work room against the pump
Valve closed
body and is pumped via the overflow duct into
the storage room.
The valve lever, which operates via the
bimetal/shift pin, closes the valve opening, so
that no viscous oil can flow back into the work
room.
When the work room is free of oil, no frictional
connection exists any more between the drive
pulley and the basic body.
Bimetal The fan rotates only with a low speed (inner
(in starting friction).
position)
Engine drive
SP49_67 Fan drive
Viscous oil
22 GB
Valve opening Valve opening
slightly released fully released
Bimetal Bimetal
(slightly (fully bent)
bent)
Drive engine
Fan drive
Viscous oil
SP49_68 SP49_69
Warm engine Hot engine
The more the ambient temperature increases When the ambient temperature at the bimetal
at the bimetal the more it bends outward. is high,
unless authorised by ŠKODA AUTO it bends
A. S. ŠKODA AUTOmore A. S. to
doesthe outside.
not guarantee For
or accept anythis
liability
respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
Now the valve lever can lift a little fromwiththe reason, the stroke of the valve lever increases.
intermediate washer because of its initial The valve opening is fully released and more
pretension and can slightly release the valve viscous oil flows into the work room so that
opening The viscous oil can flow into the work the maximum speed of the fan is reached.
room. For this reason, a connection develops In this operating condition, the differential
between the drive pulley and the intermediate speed between the drive pulley and the
washer/basic body. intermediate washer/basic body is at its
The speed of the fan increases. The viscous oil lowest.
is pumped over between the work room and Therefore the smallest quantity of viscous oil
the storage room via the pump body/overflow is pumped out of the work room into the
duct. The pumped over oil quantity is storage room.
dependent on the differential speed of the
drive pulley and the intermediate washer/
basic body.
GB 23
Fuel Supply System
System of fuel supply
Fuel filter Control valve
Radial piston distributor

injection pump
SP49_22
Fuel tank
Injection nozzle
M
Fuel tank
Suction jet pump
Return flow
Technical data:
– Contents of fuel tank 62 ltr.

Feed
– Injection pressure of injection nozzles
185 MPa
Two versions exist for the fuel supply:
– Two part banking up housing with The fuel filter cleans the fuel before it reaches
electrical fuel pump and suction jet pump the radial piston distributor injection pump
because a little contamination in the fuel can
– One part banking up housing with pre- already damage the radial piston distributor
delivery pump injection pump.
The radial piston distributor injection pump The fuel quantity control is performed in the
must suction fuel which is free of bubbles. To radial piston distributor injection pump.
do this, it does not suction the fuel directly out
of the fuel tank but out of the banking up
housing. Functions
Protected by copyright. Copying for of control
private valve:
or commercial purposes, in part or in whole, is not permitted
In order to guarantee a secure flow of the – When the fuel temperature is below 15 ˚C,
radial piston distributor injection pump, the the control valve opens the feed of the fuel
volume in the banking up of housing, in both return flow to the fuel filter, in order to
versions, must always be filled with fuel. avoid a build-up of paraffin.
If the fuel level in this volume risks to drop – When the fuel temperature is above 30 ˚C,
because of an empty fuel tank, the fuel the control valve opens the feed of the fuel
shortage sender G210 sends a signal to the return flow to the fuel filter, in order to
engine control unit J248 to switch off the avoid vapor lock. Then the fuel flows back
injection system. This avoids damage to the into the fuel tank.
radial piston distributor injection pump.
24 GB
Two part banking up of housing with
electrical fuel pump and suction jet pump
Two part banking
up of housing with
The two part banking up of housing with an
electrical fuel pump
electrical fuel pump is located in the fuel tank.
Fuel tank
Suction jet
pump
SP49_74
O u ter and inne r part of ba nking up o f

h o u sing Electrical fuel
Narrow chamber
pump
The electrical fuel pump is located in the outer
part of the banking up of housing.
The line, through which the fuel is delivered is
separated into two single lines.
The fuel is delivered through the line to a

narrow chamber in the inner part of the
banking up of housing. M
The fuel flows from the narrow chamber over

into the inner part of the banking up of
housing. The fuel is suctioned from here SP49_102
through a radial piston distributor injection

Inner part of Suction jet
pump. Outer part of
banking up of
pump
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability banking up of
housing
The fuel is delivered through the second line housing
into the suction jet pump.
Fuel jet
S u c t ion jet pum p Suction jet pump
The fuel jet which flows out the nozzle of the

suction jet pump causes at this point a lower
pressure – Venturi effect. For this reason, the
fuel jet draws further fuel out of the fuel tank
into the outer part of the banking up of
housing.
This guarantees that the banking up of

housing is always filled with fuel, even if only
a small quantity of fuel is left in the fuel tank.
SP49_100
Inner part of Drawn fuel

banking up of
housing
GB 25
Fuel Supply System
The function of the suction jet pump is based

on a simple physical principle. Flowing fluid
This principle was discovered by an Italian
physicist Giovanni Battista Venturi (1746 -
1822) = Venturi Effect. v1 v2
Later this effect was mathematically described A1 A2
by the Swiss Daniel Bernoulli (1700 - 1782) =
Bernoulli’s equation p2
∆p
p1
V ent ur i Ef f ect
Measuring fluid
For the flow of a fluid through a tapered pipe SP49_101
applies, that at the narrowest point the flow
rate of the fluid is at its highest and the static A1 > A2 A1, A2 Cross-sectional area
pressure is at its lowest. At a narrowing point v1 < v2 v1, v2 Flow rate
of the pipe the flow rate must automatically p1 > p2 p1, p2 Static pressure
increase, because the same amount flows out ∆p = p1 – p2
of the end of the pipe than flows into the front A1v1 = A2v2
of the pipe.
A2 – Point with the lowest

static pressure
One part banking up of housing with pre-

delivery pump
On the one-part banking up of housing with

pre-delivery pump, the electrical pre-delivery
pump delivers the fuel out of the fuel tank into
the banking up of housing.
Fuel tank
The fuel is suctioned off from there, free of
bubbles, from the radial piston distributor
injection pump. The suction jet pump is not
needed.
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted SP49_75
One part banking up
of housing with pre-
delivery pump
26 GB
Radial piston distributor injection
pump
In comparison to the mechanical or electronic
regulated axial piston distributor injection
pump, it has a higher dynamic at the volume
and start of injection control and produces
pressures up to 185 MPa.
The delivery of the fuel is performed through
a vane-type delivery pump. The high pressure
is produced through a mounted radial piston
high pressure pump.
In order to determine the adaptation of the
start of injection, the control unit for the
injection pump J399 registers and evaluates SP49_90
the signals from the turning angle sensor
G208 and the fuel temperature sender G81.
These components are parts of the radial
piston distributor injection pump. Control unit for
Radial piston high injection pump J399
pressure volume with fuel temperature
Turning angle sensor G208 sender G81
Inner room of pump
Distributor shaft
Drive shaft
Metering adjuster
N146 (Solenoid valve
for adjusting control)
Valve for start of

injection N108
Vane-type
SP49_37
delivery pump
Cam ring
Injection timing Pressure in inner room of pump

Distributor shaft device
High pressure
Roller Cam ring
For the V6 Diesel Engine 2.5-ltr./114 kW TD in
the ŠkodaSuperb a radial piston distributor
High pressu- injection pump with 3 delivery pistons is used.
Roller shoe re volume
SP49_70b
Delivery piston
GB 27
Fuel Supply System
Travel of fuel Vane-type delivery pump

Drain
Suction
A vane-type delivery pump which suctions

fuel out of the fuel tank and creates a
corresponding pre-pressure in the pump
(inner room of pump), is positioned in the
radial piston distributor injection pump. Feed from
To inner
room of fuel tank
The pressure build-up through volume
pump
diminution is achieved with the eccentric SP49_40
mounting of the vane-type delivery pump.
High pressure
volume
Fuel feed out of inner
room of pump
Metering adjuster N146

When the metering adjuster N146 is open, the (solenoid valve)
fuel, because of its pressure build-up, is
pressed via the internal pump connection into
the high pressure volume of the radial piston
high pressure pump.
Pressure build-up SP49_41
Distributor shaft
Roller
Delivery piston Fuel

compressed
Fuel
Cam ring
SP49_42 SP49_43
The distributor shaft is driven via the
unless authorised driveAUTO A. S. ŠKODA
by ŠKODA The AUTO rollers runnoton
A. S. does the cam
guarantee or acceptof
anythe
liabilitycam ring.
shaft of the radial piston distributor injection The delivery pistons are pressed in the radial
pump. direction to the inside and therefore a very
When rotating the distributor shaft, the high fuel injection pressure is produced.
delivery pistons are operated by the cam ring.
28 GB
Distribute
If the metering adjuster N146 is closed, the distributor shaft via the hole in the hydraulic
fuel from the high pressure volume of the head assembly into the return flow throttle
radial piston high pressure pump is valve and the injection nozzle of each cylinder.
distributed from the

Distributor shaft (solenoid valve)
Injection nozzle
High pressure
volume
SP49_44
Hydraulic head Return flow

Hole
assembly throttle valve
Hydraulic head
Distributor shaft assembly
In the hydraulic head assembly holes are Hole

located, which are allocated to the individual
cylinders.
The distributor shaft turns with the drive shaft

of the radial piston distributor injection pump
and connects the high pressure volume one
after another with one hole each in the
hydraulic head assembly.
SP49_45
High pressure volume
GB 29
Engine Management
Overview of system Sensors
0 <
40
/M4
F/M
T-GF
T-G
> PB
RG
BU Y
PIERGERM 1
AN
1.0 OW
22 FL
7 .18
Air mass meter G70 with intake air DU

RC
HF
LU
SS
07
4 90
6 46
1
temperature sender G42 (in upper part

of air filter housing)
Diesel direct injection
system control unit J248
(engine control unit)
Engine speed sender G28
Needle stroke sender G80
Accelerator pedal position sender G79

with Kick-Down switch F8 and idling
switch F60
Coolant temperature sender G62
Intake manifold pressure sender G71
CAN Drive
Oil temperature switch G8
Brake light switch F and brake pedal

BOSCH
switch F47 Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
Clutch pedal switch F36
Control unit for injection

pump J399
Fuel shortage sender G210 Fuel temperature
sender G81
Start of injection
Auxiliary signals:
valve N108
Generator terminal DFM
Turning angle sensor
Vehicle speed signal
G208
CCS switch
AC compressor “On”
AC readiness
30 GB
Actuators
Glow plugs Q6
Glow plug relay J52
Change over valve for intake manifold flap N239
Solenoid valve for charge pressure control N75

W - wire
Exhaust gas recirculation valve N18
Protected by copyright. Copying for privateLeft solenoid

or commercial valve
purposes, for
in part electrohydraulic
or in whole, is not permitted engine
Gate- unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
way mounting
with respect to the correctness of information N144Copyright by ŠKODA AUTO A. S.�
in this document.
Right solenoid valve for electrohydraulic engine
mounting N145
Diesel direct injection system relay J322

K - wire
Glow
period
warning
light K29
Fuel pump relay J17
Diagnostic
connection Auxiliary signals:
AC compressor “Off”
Radiator fan castor
SP49_15
GB 31
Engine Management
Communication of control units
The communication between the diesel direct The control unit for the injection pump is
injection system J248 control unit (engine integrated in the radial piston distributor
control unit) and the control unit for the injection pump.
injection pump J399 is performed via the
CAN-Bus.
Function diagram
CAN-Bus
Positioning of
accelerator pedal • Injection rate
• Start of delivery
Engine speed • Engine speed
Engine control Control unit for

Intake air temperature
unit • Continuous actuation of injection pump
Coolant temperature metering adjuster
• Injection pump speed
• Fuel temperature
Start of injection • Fault messages
Signals e.g. for: Metering adjuster

• Exhaust gas
Start of injection valve
recirculation
• Charge pressure
Turning angle sensor
control
Fuel temperature sender
Injection pump
SP49_38
Data exchange
The engine control unit analyses the injection The speed of the injection pump is determined
rate (specified value) and the start ofProtected
deliveryby copyright. by the
Copying turning
for private angle
or commercial sensor.
purposes, in part This speed
or in whole, is
is not permitted
unless authorised by ŠKODA
from the above indicated input signals. AUTO A. S. ŠKODA
compared with the
AUTO engine
A. S. does notspeed
guarantee orin the
accept control
any liability
unit J399.
The control unit for the injection pump In the case of failure of the signal of the
determines from the specified value of the engine speed sender G28, the injection pump
injection rate the continuous actuation of the speed is used as a replacement signal for the
metering adjuster. engine control unit.
The fuel temperature (determined by the fuel

temperature sender in the diesel radial piston
distributor injection pump) is used as an Note:
additional variable for the calculation of the The engine control unit has further
start of delivery and the continuous actuation additional functions, as e.g., the
of the metering adjuster. control of the actuators for the
exhaust gas recirculation and the
charge pressure control.
32 GB
Fuel quantity control
The fuel quantity control has the function to For the fuel quantity control the following
calculate and add the optimal fuel quantity to influences must be considered:
the engine in each operating condition.
– Start quantity
The signal of the injection rate from the – Idling control
engine control unit is evaluated in the control – Driving operation
unit for the injection pump and is transmitted – Smoothness control
to the metering adjuster N146. – Vehicle speed control
– Control of quantity limit
– Anti-jerk control (when suddenly operating
or releasing the accelerator pedal)
Diesel direct injection

system control unit J248
Accelerator pedal position (engine control unit)
sender G79 with Kick-Down
switch F8 and idle switch F60
Coolant temperature sender G62

CAN-Bus
Air mass meter G70 with > PBT

-GF
/M4
0<
UR
RB NY
G
PIE GERMA 1 OW
1.0 FL
22
7 .18
intake air temperature sender DU

RC
HF
LU
SS
07
4 90
6 46
1
G42 (in upper part of air filter Gate-

housing) way
Control unit for
Diagnostic injection pump J399
Engine speed sender G28 connection
BOSCH
SP49_16
Auxiliary signals:
Clutch pedal switch F36 Metering adjuster
Brake light switch F N146
Brake pedal switch F47
GB 33
Engine Management
High pressure production
Filling phase
The metering adjuster N146 is open. Fuel flows from the vane-type delivery pump
The rollers run in the cam recesses and the into the hydraulic head assembly and fills up
delivery pistons are pressed to the outside. the high pressure volume.
Fuel feed from the vane-type

delivery pump
Cam ring Metering adjuster N146
opened (solenoid valve)
Roller
High pressure
volume
Delivery piston
SP49_46
Deliver y and inje ction pha se
The metering adjuster N146 is controlled by The individual controlled injection nozzle
the control unit for the injection pump J399 opens. If the desired injection rate is reached,
and closes the fuel feed. the metering adjuster N146 is reopened. The
The rollers run on the cam surveys and the fuel pressure in the high pressure volume
delivery pistons are pressed to the inside. The collapses. When the fuel pressure decreases,
fuel pressure in the high pressure volume the injection nozzle closes again. The fuel
increases rapidly. injection is completed.

closed (solenoid valve)
Injection nozzle
SP49_44
Note:
The metering adjuster N146 has an additional function - switch off the engine. When
the ignition is switched offbyitcopyright.
Protected opens, so for
Copying that
privateno more fuel
or commercial pressure
purposes, is produced
in part or in whole, is not permitted and
no more fuel can be injected into the cylinders.
34 GB
Start of Injection control
The start of injection has a large influence on The start of delivery is the time at which the
the performance, fuel consumption, noises metering adjuster N146 closes in the hydraulic
and exhaust characteristics of the engine. head assembly. Its specified value is
Its specified value which depends on the determined from the specified value of the
engine speed and injection rate, is stored in start of injection. The delay time, which the
the control unit. Furthermore, a correction of pressure wave in the wire needs to the
the specified value, depending on the coolant individual injection valve, is considered.
temperature, can also be carried out. If the needle stroke sender G80 is defective,
the radial piston distributor injection pump
The signal of the needle stroke sender G80 is can nevertheless be operated (however only
evaluated in order to determine the actual with higher start of injection tolerances).
value of the start of injection. The specified
value of the start of delivery is corrected
accordingly by the engine control unit, if the The start of injection control is performed to
actual value of the start of injection differs “early” or to “late”.
from its specified value. The signal of the start
of delivery fromunless
theauthorised
engine control
by ŠKODA AUTO unit is AUTO A. S. does not guarantee or accept any liability
A. S. ŠKODA
evaluated in the control unit for the injection
pump and is transmitted to the start of
injection valve N108.
Diesel direct injection system control unit

J248 (engine control unit)
Coolant temperature
sender G62
CAN-Bus
Injection nozzle with needle

stroke sender G80
Gate-
way
Control unit for

Engine speed sender G28 Diagnostic injection pump J399
connection
BOSCH
SP49_48
Start of injection
valve N108
GB 35
Engine Management
It functions as follows:
Adjust ment to “ e a rly ”
In rest position the injection timing piston is If the start of injection valve is closed, it moves
held with a restoring spring (“late position”). the control piston opposite the force of the
The fuel pressure is produced in the vane-type control piston spring in direction of “early” (in
delivery pump in the inner room of pump of fig. to the right). The modulating piston also
the radial piston distributor injection pump. It moves through this to “early”.
acts as a control pressure via a throttle on the
annular space of the hydraulic stop.
Distributor shaft Cam ring
Ball stud Roller
Restoring spring
Modulating
piston Control piston spring
Injection timing
piston
Feed duct/
drain duct Control piston
Control hole 1
Annular space
to metering of hydraulic
adjuster stop
Pump drain Control hole 2
Vane-type unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
delivery pumpwith respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
Pump feed
SP49_87
Feed from fuel tank Throttle Start of injection valve
36 GB
The control hole 1 is opened through the The angular movement of the cam ring in
displacement of the modulating piston and relation to the drive shaft (distributor shaft)
the fuel can flow behind the injection timing leads, at early timing, to an earlier overrun of
piston. the rollers on the cam survey and with this to
Now the fuel presses the injection timing an earlier start of injection.
piston toward right in direction of “early”. The The possible early timing can amount up to
axial movement of the injection timing piston 20˚ camshaft angle (corresponds to 40˚
is transposed via the ball stud as a movement crankshaft angle).
of rotation onto the cam ring of the radial
piston high pressure pump.
unlessDistributor shaft
authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee Cam ringany liability
or accept
Ball stud Roller
Restoring spring
Modulating
piston
Control piston spring
Injection timing
piston
Feed duct/
Control hole 1
Annular space
to metering of hydraulic
adjuster stop
Vane-type
delivery pump
Pump feed
SP49_88
GB 37
Engine Management
A djust ment to “ late ”
The start of injection valve opens, if it receives The injection timing piston remains at first in
pulsed signals from the control unit for the still motion. Only when the modulating piston
injection pump. opens the control hole 2 to the drain duct, the
The control pressure decreases through this in fuel can flow out of the space behind the
the annular space of the hydraulic stop. injection timing piston. Now the spring force
The control piston moves through the spring of the restoring spring presses the injection
force of the control piston spring in direction timing piston again in direction of “late”, in its
of “late” (in fig, to the left). original position.
Distributor shaft Cam ring
Ball stud Roller
Restoring spring
Modulating
piston Control piston spring
Injection timing
piston
Feed duct/
Control hole 1
Annular space
to metering
of hydraulic
adjuster
stop
Vane-type
delivery pump
Pump feed
SP49_89
38 GB
Turning angle sensor G208
Control unit for Turning angle sensor
The turning angle sensor measures the injection pump J399 G208
angles, which the drive shaft (distributor
shaft) of the radial piston distributor injection Flexible
pump and the cam ring take to each other in conductor
the course of the rotation. By means of this, foil
the individual actual speed of the injection
pump, the injection timing piston position and
the angle position of the camshaft is
determined.
The turning angle sensor must produce its

signal in relation to the angle position of the
cam ring. For this reason, it is mounted
rotatable on the drive shaft, in contrast to the
sensor rotor which is connected firmly with SP49_52
the drive shaft of the injection pump. It rotates
simultaneously when the injection timing Drive shaft
Sensor rotor
piston with
unless authorised by ŠKODA
cam ring
AUTOis ŠKODA AUTO A. S. does not guarantee or accept any liability
moving.
A. S.
The signal of the turning angle sensor is Effects of signal failure

transposed via a flexible conductor foil inside
the injection pump to the control unit for the The control unit for the injection pump J399
injection pump J399. cannot determine the cylinder assignment and
the injection pump speed. Fuel can therefore
The momentary angle position determines no longer be injected. The engine switches off
when the metering adjuster actuator N146 is and does no longer start off.
actuated.
Oil temperature sender G8
The oil temperature sender G8 is located in

the oil supply line for the turbocharger next to
the oil pressure switch F1. SP49_53
The signal of the oil temperature sender is Effects of signal failure

used from the engine control unit, in order to
monitor the temperature of the engine oil. If The engine control unit uses a firm substitute
the engine oil becomes too hot, the injection value. The protective function is only available
rate is reduced in order to avoid damages to within limits. The engine runs with a
the engine. decreased performance.
GB 39
Engine Management
Fuel shortage sender G210
The fuel shortage sender is located in the

banking up of housing of the fuel tank. The
function of the fuel shortage sender is based
on the opening and closing of the Reed
contacts (contact studs), depending on the
position of the float, in which a permanent
magnet ring is located. The signal of the
sender is used, in order to avoid the fuel
system from running empty. This means, it is
used as a protection for the injection pump.
The radial piston distributor injection pump Reed contacts

must always remain filled with fuel, otherwise
damages could occur. A dry run of the radial
piston distributor injection pump must be
prevented, in order to preclude problems Permanent
resulting from lubrication shortage and to magnet ring
avoid costly venting air.
Float
If the sender G210 reports fuel shortage to the
engine control unit, it then informsunless
theauthorised
control by ŠKODA AUTO A. S. ŠKODA AUTO A. S. doesSP49_54 not guarantee or accept any liability
unit for the injection pump J399. with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
After this the control unit for the injection
pump J399 switches off the fuel feed through
the actuation of the metering adjuster N146.
The engine switches off.
An engine start is prevented until fuel is

refilled.
Effects of signal failure
When
– Interrupting,
– Short circuit to earth or J248
– Short circuit to positive
53 72
in the cable connection to the sender G210 as
well as on a defective sender, the glow period
warning lamp K29 flashes in the dash panel
insert. The protection of the injection pump
can no longer be guaranteed. The fuel system
can run empty.
G210
SP49_99
40 GB
Overview of system components
Note:
Familiar function components The table refers to the relevant Self
which have already been described Study Programmes. Please make
in detail in previous Self Study use this detailed information.
Programmes are used for
controlling the 2.5-ltr./114 kW TDI
V6 Diesel engine.
Function component Function

description
Coolant temperature sender G62 SSP 16

It is integrated in the coolant circuit and informs the
diesel direct injection system control unit J248 (shows different
about the actual coolant temperature. shape, installation
position and
SP49_91 function identical)
Accelerator pedal position sender G79 SSP 16

The sender is located at the accelerator pedal. It SSP 22
detects the accelerator pedal position and transmits
it to the diesel direct injection system control unit
J248. In addition the Kick-down switch F8 and the
idle switch F60 are contained in the sender.
SP49_92
Engine speed sensor G28 SSP 36

The diesel direct injection system control unit J248
analyses through the signal of this sender the (shows different
momentary engine speed. shape, installation
position and
SP49_93 The sender works as an inductive sender. function identical)
Exhaust gas recirculation valve N18 SSP 16

It controls the exhaust gas
unless authorised quantity
by ŠKODA AUTO A. expelled
S. ŠKODA AUTO intoA. S. does not guarantee SSP
or accept22
any liability
fresh air. with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
SP49_94
GB 41
Engine Management
Function components Function

description
Clutch pedal switch F36 SSP 16

The signal of this switch influences the injection
control when shifting gears. Load impacts are
prevented through this when shifting.
SP49_95
Brake light switch F and brake pedal switch F47 SSP 16

It indicates the signal “brake in operation” to the
diesel direct injection system control unit J248. (shows different
shape, installation
position and
SP49_96 function identical)
Change-over valve for intake manifold flap N239 SSP 22

The change-over valve prevents, through closing of
the intake manifold flap, anti-jerk movements when
switching off the engine.
SP49_94
Solenoid valve for charge pressure control N75 SSP 22

The solenoid valve is controlled by the diesel direct
injection system control unit J248 according to the
charge pressure performance map and serves as
charge pressure control.
SP49_94
Needle stroke sender G80 SSP 16

It is located in the injection nozzle of the 3rd cylinder
and serves as detection of the start of injection.
SP49_97
Intake manifold pressure sender G71 SSP 16

The sender is located in the charge air cooler. The
signal serves as detection of the charge pressure.
SP49_98
42 GB
Glow Plug System
Introduction
At low temperatures the starting off of the The overview of the system shows you, from
engine is facilitated with the glow plug which sensors signals for the glow plug
system. It is switched on by the engine control system are used and which actuators are
unit at a coolant temperature below +9˚C. The actuated.
glow plug relay is controlled by the engine
control unit. It switches on the work flow for
the glow plugs.
Diesel direct injection system control

Engine speed sender G28 unit J248 (engine control unit)
Glow period
warning lamp K29
Coolant temperature
sender G62
Glow plugs Q6
SP49_55
Glow plug relay J52
Pre-glowing After-glowing
After switching on ignition at a temperature After each engine start is after-glowing which is
below +9˚C, the glow plugs are switched on. not dependent on pre-glowing.
The glow period warning lamp is illuminated. The combustion noises are decreased, the
If the glow procedure is finished, the warning idling quality is improved and the hydrocarbon
lamp extinguishes and the engine can start emissions are reduced.
off. The after-glow phase lasts max. 4 minutes or
ends at an engine speed of over 4000 min–1.
GB 43
Function Diagram
J17 J52
+ 30
+15
SB31 S125 S189

15A 60A 60A
J322 J17
SB28
20A
Q6 G6
31
32 37 42 18 1
2 80
73 49 68 30 113 105 53 72 110 102 109 101 51 70 63 69 12 50
31
G42/G70 G8 G210 G28 G80 F60/F8 G79
31
Legend to Function Diagram see

page 46.
44 GB
+30
+15
S131 SB13
15A 10A
31
E45 E227 F F47 F36

7 6
J399
N239 N75 N18 N144 N145
2 1 8 5
81 62 61 23 14 46 45 44 32 65 66 82 83 93 114
J248 unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
52 31 71 112 104 4 5 20 16 29 34 38 11 6 7
1 2 3 4 5 6 7 8
G62
G71
31
SP49_58
in out
GB 45
Function Diagram
Legend to Function Diagram
Components Auxiliary signals
E45 Switch for CCS 1 Vehicle speed signal

E227 Push-button for CCS (Set) 2 W wire
F Brake light switch 3 AC compressor on/off
F8 Kick-Down switch 4 AC readiness
F36 Clutch pedal switch 5 Generator (Terminal DFM)
F47 Brake pedal switch 6 Radiator fan castor
F60 Idling switch 7 CAN Drive (Low)
G6 Fuel pump 8 CAN Drive (High)
G8 Oil temperature sender
G28 Engine speed sender
G42 Intake air temperature sender
G62 Coolant temperature sender
G70 Air mass meter
G71 Intake manifold pressure sender Colour coding
G79 Accelerator pedal position sender
G80 Needle stroke sender = Input signal
G210 Fuel shortage sender
J17 Fuel pump relay = Output signal
J52 Glow plug relay
J248 Diesel direct injection system control = bidirectional
unit
J322 Diesel direct injection system relay = Positive
J399 Injection pump control unit
N18 Exhaust gas recirculation valve = Earth
N75 Solenoid valve for charge pressure
control = CAN databus
N144 Left solenoid valve for
electrohydraulic engine mounting
N145 Right solenoid valve for
electrohyraulic engine mounting
N239 Change-over valve for intake manifold
flap
Q6 Glow plugs
S, SB…Fuse
Note:
The function diagram represents a
simplified current flow diagram.
46 GB
Self-diagnosis
Self-diagnosis
The sensors and the actuators are checked in

the frame of the self-diagnosis.
Please use the up-to-date workshop literature
and vehicle diagnosis, testing and information
system VAS 5051.
Note:
Please pay attention, that the
Repair group 01 is integrated in the
“listed fault finding”.
The functions “Reading measured
SP49_73
value block” and “Final control
diagnosis” are also listed in it.
The color-illustrated components are inspected in the frame of the Self-diagnosis and the listed
Fault Finding.
<
40
F/M40
-GF/M
> PBT-G
PBT
G
BUR
ANY
PIERGERM 1 W
21.0 FLO
7 .182
Q6
S
G70, G42
LUS
CHF
DUR
461
906
074
J248 J52
G28
G80 N239
G79, G185, F8, F60

N75
G62
G71
N18
G8 Gate-
way
N144, N145
F, F47 BOSCH
J322
F36 K29
J399
G210 J17
SP49_57
GB 47

S0020034920-ŠkodaSuperb 2 5-Ltr 114 KW TDI V6 Diesel Engine

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S0020034920-ŠkodaSuperb 2 5-Ltr 114 KW TDI V6 Diesel Engine

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Available Formats

SP49_02

The 2.5-ltr./114 kW TDI V6 Diesel Engine

A new era of diesel begins at ŠKODA

Fuel Supply System 24

Glow Plug System 43

Service Service Service Service Service Service Service Service

0 1000 2000 3000 4000 5000 6000 7000

Engine code letters AYM

Oil filter Toothed belt for radial piston

Protected by copyright. Copying for private or commercial purposes, in part orSP49_23

Hydraulic chain Oil pump Differential shaft

Overview Vacuum box for charge

Oil pressure switch F1

Solenoid valve for charge

Air mass meter G70 with intake air

Injection nozzle with needle

Injection pump with:

Fuel pump relay J17

Glow plug relay J52

Diesel direct injection system

Diesel direct injection system

Change-over valve for intake

Exhaust gas recirculation

Intake manifold pressure

Crankcase and crankgear Quiet zone for crankcase

A quiet zone for the crankcase ventilation,

The thermostat and coolant pump housing are

Cross-bolting The crankshaft is mounted four times.

The crankshaft bearing caps are bolted four

Large counterweights on the crankshaft and a

The effect of the crankshaft journal offset Firing order: 1 - 4 - 3 - 6 - 2 - 5

Positioning of crankpin of cylinder 4 at OT of

The crankpin of cylinder 4

… Crankshaft rotation by 120˚

Original positioning of crank

The piston is fitted with a ring shaped cooling

The engine is equipped with trapezoidal

The top and bottom bearing shells are fitted

The differential shaft has the function to Differential shaft

Forces are created in the upper and lower

If the moments cannot balance, they set the

To avoid tumbling, the engine is equipped

The differential shaft is positioned in the top

The unbalanced moments of the engine are

and the differential weights. This avoids the

The chain is tensioned via the chain tension- Guide pinion

Swirl duct Injection nozzle

Two inlet and outlet valves are each assigned

Camshaft drive Camshaft inlet

The camshafts run in a cylinder bank in

Each camshaft operates three inlet and three

In addition to this, the vacuum pump is driven

The camshafts must be adjusted toward each

The spur gears are assigned to the right

The fixing screw locks the crankshaft into the

Right cylinder head Mount of

When replacing the toothed belt, the camshaft

The damping is designed for both operating

Solenoid valve for

The solenoid valves for the electrohydraulic

At engine speeds up to 1100 min–1 bearing is Air duct to

The solenoid valve is opened by the engine

Engine load operation

At engine speeds of more than 1100 min–1